Street signal system



April 16, 1935.

. STREET S-IGNAL SYSTEM Filed Feb. 25. 1926 6 Sheets-Sheet l @vTo Alexander fidssw ArTge/vEY A. J. MASSEY 1,997,778

April A. J. MASSEY 1,997,778

STREET SIGNAL SY STEM 6 Sheets-Sheet 2 Filed Feb. 23,1926

April 16, 1935.

A. J. MASSEY STREET SIGNAL SYSTEM Filed Feb. 23. 1926 6 Sheets-Sheet 3 ATTOENEY April 16, 1935. A-. J. MASSEY I STREET SIGNAL SYSTEM Filed Feb. 23, 1926 6 Sheets-Sheet 4 April 16, 1935. A J MASSEY 1,997,778

STREET SI GNAL SYSTEM Filed Feb. 25. 1926 6 Sheets-Sheet 6 j W/K W Patented Apr. 16, 1935 UNITED, STATES PATENT OFFICE STREET SIGNAL SYSTEM Alexander J. Massey, Los Angeles, Calif.

Application February 23, 1926, Serial No. 89,895

16 Claims. (Cl. 177337) This invention relates to a street signal system, and more particularly to a signal system combining novel electromagnetic features, with novel mechanical features, and relying in part upon the principles disclosed in patents issued to me as follows: No. 1,640,845, granted August 30, 1927; No. 1,817,754, granted August 4, 1931; and No. 1,875,748, granted September 6, 1932.

This invention provides (1) means, prefer.- ably in the form of four-faced local units, for the control of street traffic, such control being, in large part, predetermined from a central station; and (2) means for giving advance signals, along a route which is to be traversed by fire apparatus; and (3) means for giving different advance signals, along a route which is to be traversed by a police or ambulance vehicle; but also (4) means whereby the local oflicers, at street intersections, may be called to their respective local signals, to receive or give information' or instructions; and (5) means whereby said local officers, upon lifting telephone receivers, automatically assure a central authority of their presence and attention; and also (6) means whereby, whenever fire apparatus and police or ambulance vehicles are .both out, each may be warned as to intersections in the routes thereof, in order to avoid collision.

For the sake of'completeness, I hereinafter give full details of an advantageous and unique type of signal unit, including means for giving, during daylight or busy hours, routine signals, at predetermined intervals, for the control of traflic (the impulses for some changes at the respective signal units being provided by means under the control of central officers, and variable, at will, by means under the control of central oflicers, and variable also by means under the control of local officers, at street intersections) and onev essential point of novelty in my traffic signalling organization, aside from my provision of unitsprovided with four faces, operating in pairs, is the provision of means for visibly indicating, with approxmate accuracy, the interval of time that must elapse before an ensuing change in the direction of traflic; but I herein emphasize especially certain novel features adapting my signals to use in the routing of fire apparatus, and/or police or ambulance wagons, my means for calling local ofllcers to their respective units, my means for indicating, at a central station, the attention of such officers, and certain features of detail or of interconnection by which the mentioned means are rendered functionally interdependent.

As to the fire signal features of my invention, my organization is such that when a fire signal is given from, for example, a central fire station, the oflicial who gives the signal is enabled to do this incidentally to the choice and indication of a route,-as by running his finger over a special chart provided with switches at points indicating the intersections of streets. As he passes his finger over the selected intersections, the fire signal faces are brought into view, gongs associated therewith are sounded, and red, fiickering lights are made to appear at all intersections, or other points, at which signals are installed along the route. All the trafiic signal Stop faces may also be brought into view, to hold the traffic at a standstill until released. If a fire signal is given in the day time, and when a traiiic signal has indicated Go, as soon as the fire signal or alarm is given, the Stop" signal faces will nevertheless promptly appear on all four sides of each signal unit,-although subject to release either by a central or by a local officer. Such release may be effected immediately after the fire apparatus has passed, the usual traffic signals then operating, as before, automatically.

If a fire signal is given at night, or at any time when the trafllc signal faces have been made to disappear (the day traffic rules being suspended) as soon as the fire signal, with or without another signal, is given, the trafiic signal Stop faces are caused promptly to appear, to hold all ordinary traflic,-although subject to release in the general manner indicated. When released, the signalvanes all return to their invisible positions,-neither the .Stop faces nor the Go faces being visible.

It will be recognized as highly advantageous to provide alarm means controllable in the general manner outlined above, in order that pedestrians and drivers may be Warned in advance, and not merely by the fire apparatus, as it may approach each intersection. Such advance warnings enable pedestrians and drivers to reach places of'safety and also enable the fire apparatus to make time,-with obvious advantages to the public safety and even in the consequent lowering of insurance rates.

A separate "central" may be employed in the case of police or ambulance vehicles; and, when a both fire and police or ambulance vehicles are out, each is warned to avoid collision with the other. The respective centrals may be located in difl'erent parts of a city; and the routes for the fire apparatus and the police or ambulance vehicles may be predetermined simultaneously or successively, even by central ofiicials who are not in communication. As they choose their respective routes, if one is selected in advance of the other, as soon as a second puts on his signals, the system will operate just the same as if both were put on at once. As the sounds and lights used in the case of fire are different from those used in the case of police or ambulance vehicles, one set of signals does not interfere with the other, although serving to obviate risk of collision.

When a crime of any kind has been committed, a local police officer can be called, at the intersection where he may be stationed,this feature ,of my organization rendering it unnecessary for a central police authority to wait until the local ofiicer calls up, before he can be informed or questioned. With my signal system, when information reaches the central police station, the central ofiicial can at once call any desired intersection or intersections where signal units are provided, and can inform the local ofilcers in time to prevent an escape. As the police signal is given by central, a local bell may be made to ring, and a distinctive light displayed, in such manner as to attract the local officers attention. As he answers, lifting a telephone receiver, his bell stops ringing and the distinctive light goes, out,as also does a corresponding light at the central station. The official at the central station may repeat a message or set of instructions or inquiries until one or all of the lights on his switchboard are extinguished, incidentally to the responses of the respective local omcers.

The police signal system may include means whereby the police ofiicers of an entire city, or any desired section thereof, may simultaneously be put in communication with central; and, if desired, the arrangement may be such that, incidentally to or independently of the establishment of the mentioned communication, all four faces of the selected local signal units may be made to display Stop signals,-to bring all trafilc to a halt, thereby preventing criminals, whether on foot or in machines, from disappearing instreams of moving traffic.

My signal units can be manufactured and installed at reasonable cost; and, in my system, the six most needed signal systems (1, ordinary trafiic control; 2, fire alarm; 3, police or ambulance alarm; 4, police call; 5, response; and 6, avoidance of collisions) are very economically combined in a unitary organization which makes dis tinct contributions to the expediting of traific movements, to the safeguarding of life and property. a

Other objects of my invention (including an arrangement of lights for indicating the approximate interval of time that must elapse before an ensuing change in theg lirection of trafilc, means of compensating for any inequality in the operation of motors in different local'signal units,

means utilizing a stationary drum and a rotating arm in the making and breaking of circuits, means for an automatic shifting of circuit .connections when a fire alarm is given, means permitting either a centrally controlled or a locally controlled proportioning of intervals allowed for movements of traffic in two intersecting directions, means for rotating several sets of signal vanes alternately in opposite directions by an application of power from a single motor, means for locking said signal vanes in a non-signalling or invisible position during certain hours, means for releasing said locking means, to display Stop faces, incidentally to the giving of a fire signal, during such hours, electromagnetic clutch devices provided with automatic throwout and circuit control features, novel details of switchboard chart construction and wiring, and control features appropriate tothe unification of all elements above referred to) may be best understood from the following description 'of an illustrative embodiment of my invention, taken in connection with the appended claims and the accompanying drawings, in which Fig. l is one face of a local signal unit, such as may be installed either at the center of an intersection or at two orfour of the corners of an intersection. Each signal unit may be assumed, in either case, to have four substantially identical faces; but the indications of these faces, at any given moment, may be unlike.

Fig. 2 is a view corresponding to Fig. l, but enlarged and with parts omitted or broken away.

Fig. 3 is a partial side elevational interior view, taken substantially as indicated by the arrow 3 of Fig. 2, and showing means whereby contacts are successively made and broken incidentally to the rotation of an arm relatively to a stationary drum.

Fig. 4 is a partial vertical section, taken substantially as indicated by the line fl4 of Fig. 3.

Fig. 5 is a diagrammatic horizontal section, taken in substantially the plane indicated by the line 5-6 of Fig. 2 (but with parts omitted or broken away) showing mechanical trains including gears and levers for the rotation of vanes, and electro-magnetic means as employed in the shifting of clutches, to control the operation of separate sets (as four sets) of vertical vanes used in ordinary traffic control. Some preferred details as to wiring connection are indicated in this figure.

Fig. 6 is a horizontal section, also taken in substantially the line 5-6 of Fig. 2, with other parts omitted orbroken away, this view showing, on a smaller scale, preferred means,'subject to remote control and comprising electro-magnets, for looking vanes in a non-signalling or neutral position,

means for unlocking the same, means for a special control and change of electrical connections in case of fire, and incidentally operated means for stopping or releasing gears in a vane-operating train.

Fig. 7 is a diagrammatic horizontal section, taken substantially in the plane indicated by the line l! of Fig. 2, and showing a type of mechanism preferred for use in operating four sets of fire signal vanes. As best indicated in Figs. 1

and 2, these fire signal vanes may be disposed at an intermediate level, below a stationary drum provided with contacts engageable by a revoluble arm but above sets of trafiic-control vanes.

Fig. 8 is a diagrammatic perspective, with parts broken away or omitted, showing in their assembled relationship certain features of construction which are illustratedalso in preceding figures.

Fig. 9 is essentially a wiring diagram disclosing additional features as hereinafter described,- including routing charts constituting switchboards and suitable for use at separate central stations, the police station switchboard being pro- Fig. 12 is a fragmentary perspective view corafter mentioned, and is adapted also to support responding to a lower left hand portion of Fig. 8, but showing a transmission which includes an electro-magnetically controlled gear shift, to provide additional means for varying, from a central station, the intervals allowed for complete cycles of changes in traflic signal faces.

Fig. 13 is a diagrammatic view of automatic timing and synchronizing means suitable for a central station and including features suitable for use in conjunction with a local gear shift of the general character illustrated in Fig. 12.

Fig. 14 is a diagrammatic view of a street intersection equipped with four signal units, one being a master signal unit, as hereinafter described.

Main features of the several units Referring to the details of that specific embodiment of my invention chosen for purposesof illustration (all figures being somewhat diagrammatic and some parts being distorted, to show the same more clearly) U may refer generally to a local signal unit; and each such unit may comprise an upper section l2, serving a variety of uses hereinafter mentioned, an intermediate section I3, displaying a fire signal, which may comprise horizontal vanes, and a lower special trailic section l4,-shown as comprising vanes which are mov- I able upon vertical axes; and it should be under stood that all four of the faces of each signal unit, assuming the same to be rectangular in cross-sectional outline, may be similarly equipped.

In Figs. 1 and 2 I show a local unit U as comprising a lower housing or frame 15, said lower housing being adapted for suspension, as by straps S, or for support upon a post l6 and surmounted by an upper frame or housing H. The lower housing may enclose mechanism for operating both traflic vanes and fire vanes, and the upper housing is adapted to display a number of separate lights, for indicating purposes hereinand house a stationary drum l8, which is provided with a comparatively large number of separate contact elements through which circuits may be completed, for the control of signals and operating parts (in a manner hereinafter described) incidentally to the rotation of a contact-carrying arm 19 at a predetermined rate or rates.

The stationary drum 18, or its equivalent, may be supported in any suitable way, as by means of transverse bars 20 and 2|. These are shown as secured to the upper frame or housing I! and as also secured respectively to an end of a stationary shaft 22, which is concentric with said drum, and to the inner face of said drum; and any suitable means may be provided to impart practically continuous rotation to the contact arm l9, causing the same to sweep over corresponding contacts on said drum. The arm I 9 is shown in Fig. 3 as carried by a bearing collar which is rotatable on shaft 22, and as provided with means to make and breaflrcircuits for signal lights and for vane timing means, and for other purposes hereinafter mentioned.

I consider it advantageous to provide each face of the upper section of my signal units not only with a substantially central red light 23), to indicate Fire, but with an upper blue or other colored light 24, indicating Go, a lower red light 25, indicating Stop and also with special lateral lights, as a purple light 26 and a white light 21 respectively indicating Police or ambulance vehicle and Police oflicer called; and connections for some or all of these lights,

and also connections for the operation of vanes 28, 28' (for ordinary traffic regulation) and independent or correlated connections for audible signals (such as a siren 30f and a fire gong 3h), whose preferred users are hereinafter described, may be controlled (subject to further regulations as hereinafter described). by the rotation of the mentioned contact arm l9, relatively to the mentioned drum.

The rotating contact arm and its drive Mechanical and electro-mechanical driving and controlling and locking and releasing devices of any preferred character may be housed within the lower section H of each signal unit. For example, a motor 32 may be so positioned therein, as by securing the same to a base plate 33, that a worm 34, driven thereby, constantly rotates, during daylight hours, a wormgear 35 on a shaft 38; and this shaft may carry not only fixed clutch elements 31 and 38 (for purposes hereinafter indicated) but also means, such as a terminal worm 39, for driving a worm gear 4!! and thereby (through beveled gears 4| and 42) a shaft 43. The latter is shown as extending upward to a level suitable to a transmission of rotary motion to the contact arm l9 or its equivalent, in order repeatedly to make and break circuits, in the general manner indicated, during daylight or busy hours.

For the purpose last referred to, using, for example, a worm gear 44, movable with or independently of an ordinary gear 45, and mounting these gears for free rotation upon the fixed shaft 22, I may transmit motion to gear 44, from the upwardly extending shaft 43, by means such as a worm 46,- engaging said worm gear 44 (the intera-position of a short shaft 41 and beveled gears 48 and 49 being entirely V a question of convenience); and, in order to advance the'arm IS with the gear 45, although permitting compensatory or equalizing interruptions, in a manner hereinafter suggested, the arm I9, or its equivalent, may be releasably connected with the gear 45, or its equivalent, by means such as a dog 50. This dog is shown as pivoted at 5| to a radial portion 52 of the contact arm l9 and as comprising a detent 53. This detent is normally held in engagement with the gear by means such as a spring 54,-which may extend between the mentioned radial portion of arm l9 and the substantially parallel radial arm 55 of said dog.

The stationary contact drum and its adjustabzlz'ty The drum 18 being stationary, it is not difiicult to bring conductive wires thereto, by way of its interior, to provide for the making and breaking of the mentioned connections, and others, incidentally to the rotation ofthe arm IE, or its equivalent; and I prefer to so construct this drum as to secure certain special results, including the provision of simple and effective means, subject to either remote or local control, for v yin the intervals allowed for movements of two intersecting streams of traflic. For example,

as best shown in Figs. 3 and 4, the drum l8 may comprise slats 56, extending substantially'parallel with the shaft 22 and spacedtherefrom, as

by wheel-like spiders 51. These slats may so interflt with said spiders as to be capable of circumferential sliding movements, although incapable of longitudinal movement thereon; and they may be formed of insulating material. One or two of these slats (as the adjacent slats 56a The lapse-indicating lights in semi-circles It will be noted that I show, in Fig. 1, the mentioned lights 23-21 inclusive, of the respective upper sections of my signal units (all four faces thereof being similarly equipped) as surrounded by groups of additional lights disposed respectively in an upper semi-circle and in a lower semicircle,the lights of the upper semi-circle being preferablyof substantially the same color as the larger Go signal light 24, and those of the lower semi-circle being of substantially the same color as the Stop signal light 25; and these semi-circles of lights are intended to be used in indicating about what intervals must elapse before the respective signal vanes will change their indications as to permissible trafiic movements,-- the intervals allowed to the respective streams of trafiic being variable, within limits, by means comprising the resiliently connected slats above employed. I

Assuming, for example, that the rotation of a movable member, such as the arm I9, is to correspond with a complete cycle of normal signalling operations, and that the respective blue lights 6I-68 inclusive, are interposed in circuits 6 Ill-68a inclusive, which include contacts I to 9 on drum I8 (the contact I being formed from a single conductive member, the contact 2 being formed by an overlapping of two conductive members, secured to separate slats, the contact 3 being formed by an overlapping of three such conductive members, etc.) a similar set of contacts being provided on the opposite set of slats 56 (to complete circuits through red lights II-I8 inclusive, of the lower or Stop semi-circle) it will be obvious that any variation in the spacing of the respective semi-cylinders of parallel slats is effective correspondingly and progressively to change the intervals of time allowed respectively for one stream of traffic, as compared with the intersecting stream.

To vary the slats I may use means such as a pivot bracket I9, slidable in an arc but connected (as by bolts or rivets 80 and 8|) with two slats (as 55c and 55d) which normally lie practically opposite the mentioned fixed slats 56a and 58b; and sliding motion maybe imparted to the bracket I9 and consequently the slats by any suitable adjusting means, such as a rod 82, which is shown as pivoted thereto at 83 thereby varying the position of the slats relative to fixed slats 58a and 56b. When movement isto be imparted to the rod 82 from a central or local point, electro-magnetic means such as a plurality of solenoids Bil, 89, 85 and 85', having analogous effects upon an armature 86 upon said rod, may be employed to eifect any desired adjustment thereof; or a local handle 81 may be used,--the rod 82 being yieldably held, in any adjusted position, by means such as a leaf spring 88, or its equivalent, and alternative switches sl, sc, (8'1 and sc) for the solenoids being located at any convenient point or points.

The larger traffic signal lights 29 (Go) and 25 (Stop) and other signal devices mentioned may be energized harmoniously with the lapse-indicating lights iil98 and Til-IS, or their equivalents (the latter being interposed in circuits Ila-18a inclusive) by means of additional contacts more particularly described hereinafter; and the signal vanes 28, collectively displaying on one side the word Stop and on the other side the word Go, may be operated, under general control from a central station, by any suitable mechanical devices, deriving power from, for example, the motor 32.-which may be energized by current from any local source, upon, for example, the closing of a switch hereinafter described as subject to central control.

The Stop and "Go trajfic signals As best shown in Figs. 2 and 8 (all figures herein being somewhat diagrammatic), assuming continuous rotation (during daylight hours) of the mentioned shaft 36, this shaft may be provided not only with the mentioned fixed clutch elements 3'! and 38 but with a plurality of slidable cooperating clutch elements including gears 89 and 90, respectively provided with clutch faces adapted to interfit with the respective fixed clutch elements 31 and 38; and these slidable gears 89 and 98 may respectively be in constant mesh with additional gears 9| and 92, keyed onto separate shafts'93 and 99, for use respectively in transmitting motion to sets of vanes 28 and 28 on the various sides of the lower sections Id of my signal units,it being understood that, in the routine regulation of traffic, the vanes (as 28) upon two opposite sides will be changed to Go shortly after the vanes (as 28) upon the interposed opposite sidesindicate Stop and vice versa.

Transmission of motion thereto For the purpose last referred to, assuming each of the vanes 28, 28' to be mounted upon or integral with a substantially vertical shaft 95, 95' (Fig. 5) one end of which, as the upper end, is provided with a gear 96, sets of gears and controLing vanes upon two opposite faces may be simultaneously rotated by means such as racks 97, 97' disposed upon opposite ends of separately movable levers 98, 98, shown as crossing one another in their central regions and as rotatable upon a central post 99,which may be fixed to the mentioned bottom plate 33; and movement may be imparted to these levers (98 and 98') by any preferred system of links and levers extending between the same and cranks I08 and I80 on the respective shafts 93 and 96. For example, I may provide levers such as are -shown at II, I as pivoted for movement in a substantially horizontal plane brackets or posts I02, I82 being shown as dependent from frame elements such as angle irons I03,-in which the shafts 95 of the vanes 28 may be pivoted and on which the racks 97, 91' may be slidable). I may connect the selected ends of the levers IOI, IIlI', as by means of rods or links I88 (and I09) and I (and I85), respectively with the cranks I98 (and I00) and with the levers 98 (and 98'),and in order to avoid the necessity for an excessively precise adjustment of the dimensions of the respective links and levers mentioned, I may connect the rods I85 (supporting and I95, or their equivalents, with the respeca result of movement of the cranks I00 and IIJI,

in turn, through corresponding angles.

I defer, for the moment, the description of my preferred clutch means for imparting longitudinal movement to the respective clutch gears 89 and 90, through which the mentioned vanerotating movements are effected; but I may mention at this point that my preferred means for traversing the clutch gears 89 and 90 upon the shaft 36 (assumed to be constantly rotated during daylight hours) may be partly electro-magnetic; and that the gears 9I and 92 are intended to be provided with projections or arms I II), I II), serving not only promptly to stop the rotation of the same (thereby checking the vanes 29 in any position to which they may have been moved by the means described) but also to operate certain switches, associated with some of the mentioned clutches in a manner hereinafter described; and the levers 98, 98' are intended to be-provided with special means for locking the same against reciprocation in the indicated manner under certain conditions-the locking means referred to being subject to remote control and such as to hold the vanes 28 in an intermediate and substantially invisible position during low trafiic hours, as during the night, although permitting their release and rotation to a Stop position in case of, for example, a fire during the night.

Trajfic signal vane-locking and releasing means For the purpose of holding the levers 98 and 98 against reciprocation, and to hold the vanes 28, 28' in an intermediate and substantially invisible position, I may employ means of the general character best shown in Figs. 5, 6 and 8. That is to say, I may provide each of the levers 98, 98' withan upstanding projection III (I I I) eng'ageable by a latch member II2 (II2'); and these latch members, even if each is movable by gravity into a position of engagement, may be normally held from engagement by means such as cams II3 (II3) on cam rods II I (II4), extending therebelow. When these rods are disposed in the same plane, one of them may be movable through a slot in the other, in the general manner indicated (in connection with other rods) at X in Fig. 8; and the two cam rods intended for simultaneous movement, as by means of e'ectro-magnets, may be interconnected by means such as bell crank levers of the general character illustrated at I I5 in Fig. 6, (and also at II Si in Figs. 6 and 8,-the latter bell crank lever being employed in the manipulation of cam rods I I I f and I III utilized to lift the latch members I I2 and H2 in case of a fire alarm, as hereinafter described). To manipulate either of the described systems of latch-lifting cam rods, I may employ means such as oppositely tending electro-magnets. These may be of the general character shown diagrammatically at H8 and II9, Fig. 6, the first mentioned electro-magnet being adapted, by action upon an armature I29 upon the cam rod I I4 to retract said cam rod, thereby permitting latches H2 and 2' to fall (to catch and hold the lever 98) and the electromagnet H9 being suitable for an opposite or vane-releasing effect.

Routine interruption of vane-shifting transmission Assuming an energizing of the electro-magnet I I9, or its equivalent, throwing the cam rods I I4, H4, inwardly, to be utilized to lift, as at the beginning of a trafiic-control day, the latches H2, 2', from engagement with the upstanding projections III, ,III, so that the arms 98,98 are free to be reciprocated laterally, by means of the general character described, any preferred clutch means may be employed intermittently to connect and disconnect the gears9I and92,whereby the cranks I09 and I09, and thereby the arms 98, 98, are moved. It will be understood that periods of rest, which may be of forty seconds duration, more or less, are intended to intervene between the brief periods during which the vanes 28, 28 (displaying the words Stop and Go) are shifted; and for the purpose of producing the intermediate shifting effects just referred to, I may employ means of the general character best shown in Figs. 2, (3), 5, 8 and 10.

The cam-operated clutches On any suitable support, such as an arm I2I, which may extend inwardly from a post I22, providing at I 23 a, bearing for the main shaft 36, I may pivot, as at I22, a clutch organization I25. The gear-shifting fork I2 of this clutch organization is shown as engaging a groove I2'I in a slidable clutch element comprising the gear 89 which is provided at I28 with a clutch face adapted to interfit with a complemental face upon the fixed clutch element 317 on shaft 36; and an oppositely (upwardly) extending arm I29 of the mentioned clutch organization is shown as constituting a second fork, whose fingers I30 and I30 (Fig. 5) are pivotally connected (by pins I3I, I3I') with a cam disk I32, through which the shaft 93, carrying the gear 9I and the crank I00 loosely extends. The cam disk I32, or its equivalent, may be constantly pressed outward by means such as a compression spring I33, shown as interposed between said disk and a bearing bracket I34I and tending to effect an engagement of the mentioned clutch elements; and the outer face of the disk I32 is shown as provided with inclined arcuate cam surfaces or prominences I35 and I35, projecting laterally Electra-magnetic control thereof It will be noted that the prominences I35, I35 are shown as spaced about 180 apart; and the highest portions thereof may be disposed in a substantially horizontal line, passing through the shaft 93; and through this shaft I may insert a horizontally slidable rod I39, carrying at one end an enlargement I40,which may serve not only as a cam roller adapted to ride up on the inclined surfaces I35, I35, (thereby pressing the disk I32 inward, and disengaging the described clutch) .but also as an armature, movable, as in either of two opposite horizontal directions, by means such as electro-magnets MI and I42 respectively inserted in circuits or branches a and a. On what I may term the inner end of the transversely slidable rod I39 I may provide means such as a compression spring I 43 (shown as retained by an outer head or stop I, and as limited, in its effect, by an inner stop or collar I45) tending constantly to draw the cam roller I40 into an inner position, in which it is effective repeatedly to shift the clutch fork I36 in the general manner described. During daylight hours, although all timingmight be done mechanically, so that neither of 'the electromagnets I4I and I42 need be energized, and although either or both of said electromagnets may be locally energized, I prefer to energize at least one of said electromagnets from a central station. Thus, whenever the clutch fork I26 has been so moved as to effect a disconnection of the described drive, and a consequent stopping of the shaft 93, a lateral movement of the cam roller I40, causing the same to drop onto the area I38 in response to an energizing of one or the other of the mentioned electromagnets (MI and I42, or their equivalents) may be relied upon to permit the spring I33, or its equivalent, to move the disk I32 outward, thereby shifting the clutch gear 89, or its equivalent, again into an engaging position and initiating a further movement of the gear 9I, keyed onto the shaft 93. After passing out of reach of that electromagnet by which it may have been laterally shifted, the cam roller I40 is automatically moved inward, under the force of the compression spring I43, or its equivalent, so as to produce a repetition of the described movements of the clutch organization I25; and it will be obvious that the time intervals between the successive half-revolutions of the gear SI (and. also the corresponding half-revolutions of the crank I09, and thereby the corresponding half-revolutions of the vanes 28, or 28) may thus be rendered dependent upon the intervals between the successive energizations of clutch-shifting electromagnets MI and I42, or their equivalents; and. one or both of these energizations may be controlled directly from a remote point or by the rotation of the arm I9 relatively to the drum I8,as by engagement of suitably spaced fixed contact pairs I4'I-I and I46--6' on said drum (see Figs. 3 land 9 these pairs being respectively included in circuits or branches a, and a, which respectively comprise the electro-magnets MI and I62) by a bridging contact piece I48 on rotating arm I9.

Drum control and overlap of stop periods are applied) timing control thereof being similarly efifected,as by engagements between a corresponding contact piece I49 on the arm I9 and fixed contact pairs I50-0 and I5I-I' on the the drum I8.

The so-called fixed contacts above referred to may of course be secured either to the body of the drum I8 or to selected movable slats 56 thereon; and, in either case, they may be circumferentially adjustable relatively to said slats, as by the provision of slots or openings I52 therein; and, as implied above, the circumferential spacing of the respective mentioned contact pairs-(l466' and Nil-I, and I50-0' and I5II is intended to be such as to cause energization of electromagnet I42 (through contacts I46-6to occasion that semi-rotation of the gear 9I which causes, say, the north-and-south-exposed vanes to display Stop) shortly before the east-andwest-exposedvanes 28' (upon the energization of an electro-magnet I4I' through contacts I50--0 in circuit or branch 1)) are caused to display the circumferential spacing of the corresponding contacts I4'I--I and I46--6' and I50-0' and I5I--I' so that a Go light 24 is displayed with a Go vane signal and Stop light 25 is displayed with a Stop vane signal.

Initiating and suspension trafilc regulation Referring to the mentioned provision of arms or projections I I0, I I II on the independently controllable vane-operating gears 9| and 92, and to the use of cam rods H4 and H4, engaging latch,

elements H2 and II2','whereby the reciprocable arms 98 and 98 may be caught and held in neutral; in order that an inward shifting of the mentioned cam rods to a vane-stopping position (as at the end of a trafiic-control day) may promptly (I) bring the mentioned gears 9| and 92 to a positive stop, (2) disengage the drive connection to the same, and also (3) break the circuit by which the motor 32 is energized (an eppositemovement of said rods having an opposite effect) I may provide, in connection with each of the vanereciprocating transmission means described, additional stopping and clutch-throwing and circuitopening means of the general character best shown in Figs. 2, 8 and 11.

That is to say, I may provide, as by mounting the same upon a bracket or brackets I53 (and I53) additional clutch organizations comprising rock shafts I54 and I56; and prefered details of these additional clutch organizations may be of the general character separately illustrated in Fig. 11. That is to say, each of the mentioned additional clutch organizations (when formed entirely distinct from the described clutch organizations I25 and I25) may comprise, in addition to' a rock shaft I54 (or I54), which may be integral with a fork I55 (or I55), an inclined or horizontal arm I56 (or I56) so disposed that a depressive or other movement thereof is effective to disengage the clutch face of gear 89 (or 90) from the cooperating clutch 31 (or 38) --these latter being fixed on the shaft 36; and motion may be imparted to the arm I56 (I56) or its equivalent, by means of the general character illustratedin the figure last mentioned-which may be regarded as taken from the general direction indi-.

cated by the arrows II of Figs. 2, 6 and 8.

In order to so support a-slidable bolt I51 that whenever an upper section I58f thereof (shown as pivotally connected by a pin I591) is struck by the lug or projection III) on gear M, a depression of the arm I56 shall produce a disengaging movement of the fork I55, or its equivalent, I may secure the same to, for example, an up-. standing plate I60. This latter is shown as at-'- tached by a pivotal connection at I6! to a bracket I62, which may be secured to the base plate 33; and I may provide, on the plate I60, or its equivalent, fixed guides such as are shown at I63 and I64, adapted to hold the body'of said bolt I51 in a parallel relationship with said plate, although permitting a sliding movement thereof in a plane parallel with the inner surface of said plate; and, in order pivotally to move the top of said plate inward, at proper times (as. when trafiic regulation is to be discontinued during the night) into such a position as to assure an engagement of the projection or arm III], upon gear 9|, with the upper section I58f of the bolt I51, I may employ means such as an angle bracket I65, shown as secured by an upwardly extending arm I66 to a horizontally extending lever I61 and as pivotally connected at I66 .near the upper end of the plate I60.

In order that the described pivotal movement of the plate I60 shall be effected, in an automatic manner, incidentally to the withdrawal of the cam rods H4 and H4 from beneath latching elements H2 and 2', to permit the latter to stop the arms 98, 98", (thereby normally holding the vanes 28, 28 in neutral or non-signaling posi- Y tions during the night) one end of the lever I61 being shown as pivoted at I68 (Figs. 6 and 8) on a fixed bracket I69, I may secure the free end of said lever, as by a pin and slot connection at I10, to the cam rod H4; and corresponding movements may be imparted to the additional clutch fork I55 (see Fig. 2 only) by an analogous organization comprising a lever I6I, shown as pivoted at I68 on a bracket I69, said lever I EI being shown as pivotally connected at I10 to the same cam rod III, andcorresponding primed numerals being applied to analogous parts, so far as shown.

By the use of a construction of the general character described, it will be obvious that an inward movement of the levers I61 and I61 may be relied upon to bring the upper end of the pivoted sections I581, IBf of bolts I51 and I 5'I' directly into the paths of the arms or projections III) and 'I Ill, thereby bringing the gears 9i and 92 successively to a complete stop incidentally to the shifting of the clutch gears 89 and 90 by means of the forks I55 and I55; and an opposite movement of the levers I61 and I61, as at the beginning of a traffic-control day, may be similarly efiective to withdraw the bolts I51 and I51 from the paths of the arms or projections III) and III), to permit the routine operation of my trafiic signal organization in the general manner above described. Means such as a tension spring I1I, shown as extending between a lateral projection I12 (serving as a crank on arm I56) and an arm I13 projecting from plate I60 may be employed normally to press the fork I55 in a clutch-engaging direction and to hold the arm I56 and the bolt I51 normally in elevated positions; but the power of the spring I33, tending to move the fork I26 of the clutch organiza-- tion I25 into a clutch-engaging position, and the power of the last-mentioned spring "I, when both of these springs are employed, should be so related that neither spring interferes with the effect of the other. In this connection, it will be noted that both of the springs here referred to tend to move the mentioned clutch gears in the same direction, and accordingly, if desired, either spring may optionally be exclusively relied upon, if sufliciently powerful.

In order that a contact between the arm or projection III) and/or III) and the pivoted bolt section I58 and/or I581" may be incidentally effective also to break parallel branches of a circuit C, by either of which the motor 32 may be energized, I show a mentioned fixed guide I64 as provided with an extension I14, carrying a fixed contact I15, and I show the bolt I51 as carrying a corresponding arm I16 provided with a cooperating movable contact I11,the relationship between these contacts being such that depression of the bolt I51 breaks the main circuit C,-energized by any suitable local or other source of current I18. It will be appreciated that, the energizing of the electromagnets H8 and H9, by which the cam rods H4 and H4 are shifted, being subject to' daily central or other remote control, the described inter-relationship between the movements of the mentioned cam rollers and the breaking of the circuit by which the motor 32 is energized makes possible a centralized control of a trafiic-signalling organization in which local sources of energy are relied upon for the shifting of signal vanes; and, if desired, the operation of these vanes may be further synchronized by means such as I will next describe. When separate cam rods H11 and H1)" are provided (for the release of latches H2 and IIZ in case of fire at night, as hereinafter described) a rod-retracting electromagnet H8), shown as adapted to attract an armature I20! on rod II1f, may be used analogously to the rod-retracting electromagnet H8; and a rodadvancing electromagnet I I9)" may be used analogously to the rod-advancing electromagnet H9, shown in Fig. 6 as surrounding rod H4; and all of the mentioned c'am rods may be slidably supported for manipulation as above or as hereinafter described.

Synchronization of signals Without entering, at this point, into a complete description of my preferred wiring system, I call attention to the practicability and advantages of including within a circuit whose energization is subject to a central control, one of the electromagnets (I4I, I42, III, I42) by which exactly alike-their actual performances depending upon many obscure factors; and since the rates at which the arms I9, in different units U, rotate during daylight hours are dependent upon the performances of the respective motors 32 therein (and optionally energized from different local sources of energy) I advocate the employ-' ment of means whereby successive cycles of the described signalling operations (each of which cycles may be regarded as including (1) a northand-south Go period, (2) a first brief all-stop period, (3) an east-and-west Go period, and (4) a second brief all-stop period) may be synchronously initiated throughout any desired number of local units U, and regardless of local variations in the fractionating of a complete cycle interval assumed to be of uniform total duration.

For example, assuming that the energization of the electromagnets I42, I 4|, and I 42, respectively included in circuits (1 and b and b (and serving respectively to occasion display of a Stop face by vanes 28, and a Go face and then a Stop" face by vanes 28') are respectively dependent upon the bridging of contact pairs I46-6", ISO-II and I5II' by contacts I48 and I49, I may provide, somewhat as indicated in Fig. 5 and in the wiring diagram constituting Fig. 9, means whereby an energization of the electromagnet I4I (mentioned as included in a circuit or branch a containing contact pair I411') may be alternatively energized (as upon the throwing of a switch II0s) at predetermined regular intervals, as by a device CC of central control. This device may comprise (Fig. 13) a clock or other motor provided with an arm I19 carrying a bridging contact repeatedly into engagement with a contact pair, interposed in branch or circuit a",-'which may be common to any desired number of signal units U. The arm I79, or its equivalent, may reciprocate or advance at a rate such as, for example, one revolution or reciprocation in- (say) eighty seconds; and, if desired, current supplied by a circuit D from a source I80 to the circuit a" may pass also through additional local electromagnets I8I, adapted to shift local switches I'I8s in opposition to springs I82,this construction being effective (see Figs. 5 and 9) to render the .central synchronizing control dominant whenever the arm I19 is 'permitted to rotate (as by the withdrawal of a stop bolt I83) although permitting an automatic return to local control by mentioned means in branch a. whenever central control is discontinued.

As suggested in Figs. 5 and 9, three of the mentioned electromagnet branches (as? the branches a, b and b) may be connected with the mentioned local circuit C; and, by employing the described arrangement, or its equivalent, in conjunction with suitable additional devices, I may be sure that even through the various electromagnets (say) I42 and/or the electromagnets I4I', and/or the electromagnets I42 in different signal units U, happen to be energized at different instants, nevertheless, the energization of the remaining clutch-operating electromagnets I4 I )-which may be referred to as initiating the new cycles of routine traffic-regulating signaling operationsmay be so closely synchronized as to assure consistent operation throughout any desired portion of a city.

In order to check the arms I9 in those signals U whose motors tend" to run somewhat too fast (none being tolerated that run slower than a predetermined rate, consistent with the rate of reciprocation or rotation of the arm H9, or its equivalent) I may employ momentarily operating automatic disconnecting means of the general character best shown in Fig. 2. That is to say, I may provide a substantially vertical or inclined rod I84, which may extend through a guide opening or openings I85 in a bracket or brackets I80 connected with a transverse element of the described main frame, with resilient elevating means such as'a tension spring I81 and with an upper terminal portion controlling or including a stop I88, normally projecting into the path of the mentioned arm 55 of the dog 50,by which the gears 44 and are ordinarily so interconnected as to rotate together; and the lower end of this rod I84 may be provided with a laterally extending or inclined arm I89 so engageable by a crank or cam projection I90 on the mentioned shaft 93 (carrying also crank I00, for the rotation of vanes 28) that rotation of said shaft is efiective to draw said rod momentarily downward,until the projection I90 passes out of engagement with the arm I89. By this or equivalent means, assuming that the arm I9 has been rotated at such a rate that it'would make a complete revolution in less thanthe intended period (as, in seventyeight seconds rather than the intended eighty seconds assumed) the interposition of the stop I88, or its equivalent, in the path of the arm 55, effecting a momentary disconnection of the drive of the arm I9, may cause said arm to hesitate in its rotation untilas by reason of the energizing of the electromagnet I4I from a point of central control in substantially the described manner-the shaft-93 is permitted tocomplete a rotation. In this connection, it will be obvious that the crank or cam I90 may be set (as by means of a screw I94) at any desired angle relatively to the crank I00 (or the crank I00); and. accordingly, although the described arrangement is such as would cause the hesitation (if any) of the arm I9 to occur just in advance of the shifting of the'north-and-south exposed vanes 28 to 'a Go position, a hesitation of the described character may be made to occur within any one of, or within each of, the described periods of a complete cycle of sequential operations.

In case of fire at night To facilitate the distinguishing of parts concerned especially with the giving of a Fire signal, such parts may or may not, in actual practice, be painted or otherwise colored red. As a matter of convenience in representing the same in the accompanying drawings, they are not so shaded but are, in general, designated by characters terminating with the letter I. In Figs. 2, 5 and 8, I show the continuously driven main shaft 36 as carrying, in addition to the mentioned longitudinally slidable gears 89 and 90, provided with clutch faces, also an additional gear I95) having a clutch face I96f,adapted to cooperate with a second clutch face upon the fixed clutch e1ement38, on said shaft; and this gear I95j may be in constant mesh with an outer gear I9If upon a short shaft I98f, shown as extending between a bearing arm I99f upon the mentioned post I22 and an additional bearing post 200). In order to shift the gear I 95f between the position 6f disengagement in which it is shown and a position of engagement in which it is effective to rotate the gear I9'If, and thereby a crank 20H, which may be integral with or rigidly secured at the end of the shaft I98f, I may employ a clutch organization entirely similar in principle to the clutch organizations I25 and 125-. That is to say, I may pivot a clutch organization I25f upon a laterally projecting arm I2 If at the top of post 200i, and I may interpose a spring I33f between the post 200 and a circular disk I32f in such manner as to press said circular disk constantly outward, thereby tending to shift the gear I95f into a position of engagement; and I may employ means such as electromagnets Idlf and I42 (see Fig. 5) to impart lateral movement, in case of fire, to a slidable rod I391, extending through the shaft I98f and carrying at one end a cam roller ,I40f,--the opposite or inner. end of this rod I39 being shown as provided with a compression spring I43f, retained by a head I441.

The vanes 29 collectively displaying the word Fire" may be mounted upon separate horizontal shafts 202i, each shaft being provided with means, such as a crank 203 (Fig. '7) to impart rotation thereto; and each set of cranks may be interconnected by means such as a substantially vertical rod 2041' (Figs. 2 and 7). Simultaneously to impart movement to these substantially vertical rods, in order to shift the vanes 29 to a Fire signal-displaying position, I may employ means such as levers 205i, shown as pivoted at 206) and as having at their outer and inner ends respectively pin-and-slot connections with the rods 204i and with a central actuating member 201j,the latter also being reciprocable in 'a vertical plane. The central actuating member 201 shown as slidable within the hollow post 99, may

be shifted from a lower to an upper position, or vice versa, by means such as a link or pitman 208 connected at one end to the mentioned crank 20If, on shaft I98 and at its other end to an arm 209i on the actuating member 2011?,- as best shown in Fig. 2.

Assuming, for example, that a downward movement of the rods 209i is effective to shift the vanes 29 to a Fire signal-displaying position, it will be obvious that the rotation of the crank 2M through a half turn from the position of rest in which it is shown in Fig. 8 (as by an energization of electro-mag'net I4 I 1) may have the desired effect; and, in order that the traffic signal vanes, if previously held in a non-signalling position, may be incidentally released long enough to be brought to a Stop signalling position, I may utilize the mentioned rotation of crank 29h through a half-turn to impart latchlifting (outward) movements to the mentioned cam rods II'I IIIj'-- as by pivotally connecting an additional link 2| f not only with said crank but with one of said cam rods,as at 2I If; and I may also provide these cam rods with means whereby the mentioned pivoted upper sections I58, of the slidable stop bolts I51, I51 may be so moved as to permit a shiftingjby clutch organizations I25 and I25, of gears 89 and 99,-to effect the suggested display of Stop signals on all sides of the selected units U, along the route which is to be traversed by fire apparatus.

For example, I may (as best shown in Figs. 6 and 8) providecam rods Il'If and III respectively with depending arms 2I2f and 2| 2f, adapted to impart, movement (as by pin-andslot connections) to levers 2I3f and 2 I3f'. These levers are shown as respectively pivoted on a rigid arm or bracket 2I4f, and on an extension 2M of the mentioned arm or bracket I02 (supporting also lever IOI, used in the reciprocation of vanes 28) and as respectively adapted to impart, by links 2 I and 2 I 5 limited lateral movements to the upper sections I58f and I58! of slidable bolts I51) and I5If'somewhat loosely projecting upward through said links. The mentioned lateral movements of the pivoted bolt sections I58f and I58f' are intended to be such as to shift the same from beneath the arms or projections I Iii, I I 0, thereby permitting gears 9| and 92 respectively to make each approximately a quarter turn-from such a position as that in which they are illustrated in Fig. 5,--the cam wheels I49 and I49 then riding up on the Stop cam faces on discs I32 and I32 (as, the cam face I35 of disc I32, Fig. 10). Use of the lastdescribed means is preferable to the exclusive use of electromagnets H8 and H9; but Illljfi (if used) and I M 1 may be included in one circuit, H81" (if used) and H12 being in another.

In case of fire during the day ferred to as controlling the lapse-indicating lights III-68 inclusive, in circuits file-68a inclusive (there being a corresponding set of contacts for light circuits Ha-18a inclusive, not seen in Fig. 3, because disposed on the non-visible side of drum I8) and in addition to the mentioned clutch controlling contacts (I466', HIT-I and I5ll0, I5II a number of electrically conducting bands or hoops entirely surrounding said drum,- several of these bands being so-called contact combs, whose lateral projections are adapted to make intermittent contact with cooperating contact members carried by the rotatable arm I9, but designed to become effective only when, as in caseof fire or other emergency, certain additional switches are closed.

For example, the fixed drum I8 is shown as carrying what may be referred to asa comb contact band 2I6f, whose lateral projections 2 Hi are adapted to be successively'engaged, during each revolution, by a contact 2 I81 on arm I9, intermittently to complete a circuit or branch ef,whereby the mentioned fire gong 3| 1, or-its equivalent, may be energized; and said drum may carry also similar but less finely serrated combs or hands 2 I 9f, 2 I 9f, engageable by a bridging contact 220 on arm I9, intermittently to energize a branch or circuit g), containing the mentioned siren 30f, or its equivalent,to indicate the route of an ambulance or police vehicle. If a continuous sounding of this siren, by energization from some central source is ordinarily relied upon to indicate the approach of a police or ambulance vehicle, an intermittent energization' thereof, produced by a shifting of connections, somewhat as hereinafter described, may be used, at points common to the intended routes of said vehicles and the intended routes of fire apparatus, in case both are out at the same time, to obviate collisions by a warning of the respective drivers, and-to notify all persons concerned; and, using a construction such as that just referred to, the arm I9, as-

suming the same to be conductive and to com-- prise an insulation section 22I, may receive current (from, for example, the mentioned local circuit C, by a wire 17) as by the engagement of a contact 222 with a conducting ring 223. To this conductive ring, or its equivalent, the mentioned wire 17 may be so connected that, whenever current is permitted to pass from said arm by way of the contact 2I8'f, the mentioned gong maybe caused to operate; and, in order that energization and de-energization of the electromagnets I4If and I42f (Fig. 5) or their equivalents (as from a fire central station) may be effective not only to shift the fire vanes 29 and the latchcontrolling cam rods III and I I1 but to energize the appropriate circuits through contacts 2 I 8f and 220i on arm I9, or its equivalent, I may provide means whereby thesh ifting of said cam rods is automatically effective to operate a'special switch organization of any preferred character. Automatic shifting of contacts in case of fire For example, I may utilize horizontal angle members, such as flanged frame members 244 through which the shafts 95 of traffic signal vanes 28 and 28' are shown as extending, to supbell crank lever 248j,shown as provided with terminal slots to receive pins extending respectively through said contact rod and said cam rod. Thus, whenever the crank 26h, or'its equivalent, is rotated, to operate the fire vanes 29 etc., through an arc of l80",rnore or less, from the position in which it is shown in Fig. 8 (thereby moving the linkZHlf and the lever 248/ respectively in the general direction of arrows shown) the contact rod 241 may be moved (say) toward the left from the position in which it is shown in Figs. 6 and 8; and this movement may be effective automatically to make and break circuits, substantially as shown as in Figs. 6 and 9.

In the Fig. 9, I show the bridging contact 249; as normally maintained in engagement with contacts 250 and 250)" which may be common to circuits or branches a and I) through magnets MI and M! (respectively including contact pair M'l-l and I50ll, on drum l'8) the bridging of these contacts being effective to permit energization successively of the electromagnets MI; and MI (by which cam rollers I40 and I40 normally are so moved, intermittently, as to occasion rotation of the vanes 28 and 28' respectively to Go signalling positions); and the shifting of the bridging contact 249i in the direction referred to may be effective not only to prevent, for the time being, further automatic operation of the vanes 28, 28, after they are brought to stop signalling positions, on all faces, but also to bridge a gap between contacts I I f and i5 I ,f, in the (previously incomplete) circuit or branch ef containing Fire gong 3| or its equivalent.

Similarly, assuming that the mentioned lapseindicating lights, subject to routine control by drum I8 and arm 19, are normally energized by current grounded through a circuit or branch 2 (which may be connected, through 17 and bring 223 with the mentioned local circuit C) the lateral shifting of a bridging contact 2521 from engagement with contacts 253f and 253]" in said circuit or branch 2 may be effective not only to extinguish all said lapse-indicating lights, but also to bridge a gap between contacts 254] and 254i in a circuit hf, containing the flickering central fire'light 23f, or its equivalent; and the flickering of this light may be ocassioned by carrying the current of circuit hfthrough a comb contact 255f, as by means of a contact 256i also provided on arm I9, or its equivalent. The suggested (left hand) movement of the contact rod 24? or its equivalent, may also be efiective to so move bridging contact 251 relatively to fixed contact 258L258 as to close a gap in the mentioned circuit 9,, contain ing siren 30] and light 26,-so that this siren (when energized by engagements of 251i with fixed conarm l9, or its equivalent.

tacts 259 and 259i) may be intermittently sounded, as it is energized by successive engage-- ments between the teeth of combs 2 I9 and 2l9f' on the drum [8, and bridging contact 229 on Thus, any sounding of-the siren 301 which is intended to be operated continuously from a central station in case a police or ambulance vehicle only is out, is caused to become intermittent (alternating with the flickering fire light) in case fire apparatus is also out and is routed past the same intersection.

Audible and flickering traflic signals If'the gong 3| f is reserved for use in case of fire, an additional audible signal, as for example, a second gong 59', shown in Fig. 1 as positioned on top of the signal unit U, may be operated incidentally to each shifting of the vanes 28, 28'; and the "Go light 24 and Stop" light 25 may respectively be made to flicker, incidentally to each extinguishment of one of the described lapse indicating lights lit-58 and H'|8. For the former purpose, I may, for example, provide on each of those slats 56 which carries one of the stop-signalling contact bars l466' and |5l-|' (say) a series of conductive plates such as are indicated at 260 and 26!, Fig. 3,each of the slats which carries one of the Go contact pairs Isl-4' and l500' being shown as provided with two of these plates (262, 253); and all of these plates may be, regardless of the adjustment of slats 55, in constant contact with a surrounding conductive band 264. This band may be included in a circuitor branch 2', comprising gong 59', or its equivalent, and the mentioned plates may all be engageable by a single contact 265 on arm i9; and the completion of the circuit 2', or its equivalent, may also be dependent upon the position of a bridging contact 266i on bar 241 relatively to contacts 261, and 261;" in circuit 1'. The lapse-indicating lights 6|68 and IL-18 being shown as equal in number to the slats 56, carrying contacts l8, etc., therefor, in order that the successive extinguishments of said lights shall be accompanied by a flickering of the lights 2d or the lights 25, I may provide, on the drum l8, additional fixed contacts- 268 (and like contacts, not seen) engageable by a contact 269; and the completion of branches or circuits 7', y", including said contacts, may be dependent upon the position of additional bridging contacts 210 and 2'Hf on rod 241) relatively to fixed contacts 212 f and 212i in circuit or branch 7' and fixed contacts 213 and 213i in circuit or branch 7".

Rsum of drum contacts and operation The'overlapping or composite contacts shown in Fig. 3 at 1-8 inclusive (and a corresponding set, not seen) may be engageable by contacts 214 controlling the mentioned circuits 6la--68a and 'Hal8a of the lapse-indicating lights; and I have pointed out that the separate contacts 268 (and like contacts not seen) are adapted to complete circuits :1 and 7" containing respectively the colored Go and Stop lights, and to cause the same to flicker, as each lapse-indicating light goes out; also that the comb contact 2l6f, comprising teeth 2|lf is adapted (upon the shifting of the rod 247i, to bridge another gap in circuit ef in case of fire) to complete intermittently a circuit through fire gong 3; that the somewhat coarser comb 255 is adapted, under the same circumstances, to complete, with difierent intermissions, the circuit hf, through the central flickering red fire light 23f; that the similar but oppositely cut coarse comb 2l9f, 2l9f are adapted (in case the. route of a police or ambulance vehicle, simultaneously out, intersects that of fire apparatus) to cause, by a closing of branch of the police or ambulance vehicle siren 30f (sounding continuously at non-intersecting route points thereof) to sound intermittently in the intervals between operations of the fire gong 3|), at intersecting points; that the ring 223 is adapted to bring current to the arm I9, for distribution to the mentioned contacts thereon and through plates 260-463; that said plates and band 264. cooperating with a contact 265, in circuit 1', may normally occasion timed energizations of the signalling gong 59 (synchronized with the movements of the vanes 28, 28', as occasioned by the Stop positions but a discontinuance, with the disconnection of lapse-indicating lights, of those traflic gongs and flickering efiects normally incidentalto the routine regulation of traflic; and

these effects are so produced as to permit also the accomplishment of the described special signal effects, to warn drivers of fire apparatus and police or ambulance vehicles, respectively, in case the routes thereof intersect.

Central control of traffic cycle total periods It has been indicated both that a complete cycle of routine trafic signalling operations is intended to correspond in duration with the period required for a complete revolution of arm I9 relatively to drum I8, and that central station means may, if desired, be employed to synchronize the rotative movements of the arm I9 of all signal units installed throughout an entire district or city; and, if desired, I may provide, partly within each unit and partly at the central station, means whereby the rate of rotation of the arm I9 may be varied at a particular point, or throughout the entire district or city,- -a 'cycle period of (say) 80 seconds being maintained during certain hours (as, for example, up to 4:30 in the afternoon) and a shorter period (as, for example, a- -second cycle period) being maintained thereafter up to (say) '1 oclock.

For example, assuming that the energization of the electromagnets MI, in circuits or branches a, is relied uponto bring the vanes 28 to a Go position (upon the engagement of bridging contact I18s with contact pair I411' in circuit or branch a) I may employ means such as a clock 215 (see Fig. 13) at a central station, and intermediate mechanism rotating arm I19, carrying a bridging contact 211, to complete a circuit from any suitable'source I through a contact pair 219,- -to energize the mentioned circuit or branch 11 at predetermined intervals; and, in order harmoniously to change the rate of rotation of the clock-driven arm I19, or its equivalent, and the rotation of the arms I9, in local units at various intersections, I may employ means of the general character illustrated in Figs. 12 and 13.

In Fig. 12, I. show a horizontal shaft 36 (comparable with the shaft 36 of Fig. 8) as adapted to drive a substantially vertical shaft 43' (comparable with the shaft 43) by alternative means comprising a large gear 280 and a small gear 28I, respectively mounted on' shaft 38 and adapted alternatively to be engaged by either a small gear 282 or a large gear 283 on a shaft 284,disposed parallel with theshaft 36' and provided with both a slidable clutch element 285 and a terminal worm 286. This worm may be similar to the worm 39 of Fig. 8, and may drive the shaft 43 by means of, intermediate worm and beveled gears 40', M and 42', corresponding to the gears shown in a similar relationship in Fig. 8. The clutch element 285 is shown as provided with a circumferential groove 281, engageable by a fork 288; and this fork may be laterally movable (to cause an engagement of either the gear 282 or the gear 283) by means such as electro-magnets 289 and 290 (respectively in circuits or branches is and 2) adapted alternatively to attract an armature 29I, shown as attached to the clutch fork 288 at an intermediate level above a pivotal support 292 therefor. It will be obvious that energization of one or the other of the mentioned electromagnets may be relied upon to cause a relatively rapid or a relatively slow rotation of the shaft 284, and thereby a corresponding rotation of the arm I9; and, in order that impulses initiating the cyclical movements of the arm I9 may be concurrently varied in a consistent manner, I may employ special transmission means between the clock 215 (Fig. 13) and the rotating arm 819.

For example, in case I use a sprocket. chain 293, instead of extending the same directly over a shaft 294, carrying the arm I19, I may carry the same over a sprocket 295 on an intermediate shaft 296; andI may pivot on the shaft 294 a frame 291, shown as supporting additional shafts 298 and 299, and as integral or rigidly connected with a switch handle 300. I show the shaft 298 as carrying a small sprocket 30I engaging the sprocket chain 293, to be driven thereby, and as carrying also a larger sprocket 302, over which extends a sprocket chain 303, for the transmission of comparatively rapid movements to the shaft 294; and I show the shaft 299 as carrying a comparatively large sprocket gear 304, for alternative engagement with the sprocket chain 293, and also a larger sprocket wheel 305; over which extends a sprocket chain 306, alternatively to rotate the shaft 294 at a slower rate; I also show the switch handle 300 as carrying a pair of bridging contacts 301 and 308, adapted respectively to cooperate with contact pairs 309 and 3m in the respective circuits is and Z of the mentioned electromagnet circuits 289 and 290,so that the shifting of the clutch element 285, to produce a relatively rapid rotation of the arm I9 may be accomplished incidentally to a correspondingly rapid rotation of thearm I19. It will be noted that the use of thedescribed means for varying the total period of trafiic-control cycles and synchronizing the withdrawal movements of the stop I88, as effected by the crank or cam I (Fig. 2) is entirely consistent with the use of my described means for locally or centrally controlling the subdivision of such total periods, to permit a longer or shorter relative time of movement in (say) a north-and-south direction, ascompared with an east-and-west direction; and it is also consistent with the use of means for a very ,complete automatic control, as hereinafter described.

Central call to local police; and response upon a frame 3 (Figs. 1-5) e. g., by means of and the lifting of the telephone instrument 3I3 from said hook may be incidentally effective not only to close a telephone circuit T, vestablish-.

ing communication with an oflicer at a central station, but also to open a switch 315 (see Fig. 9) in a circuitm (which may contain calllight 21 and optionally also a call bell B) containing, at the central station, a light 3l6;-so that the lifting of the telephone instrument automatically affords assurance, to the central officer,

that the local officer has responded and is ready to receive any desired cornmunication,such as orders regarding the arrest of escaping criminals.

Central routing of special vehicles and fire apparatus secting streets may advantageously be indicated by actual grooves or channels in the surface of the chart, and switches comprising circuit-closing buttons 320 and opening buttons 32! are preferably so disposed relatively to the mentioned intersecting grooves that the rapid advance of the finger of an OfilCBI, at the central station, along the grooves representing the streets to be traversed by. fire apparatus, or the like, may be automatically effective to depress buttons 320,-

thereby, in the case of a fire central station, clos-' ing circuits n and comprising magnet llBf' to energize electromagnets I421 see Figs. 5, 8 and 9) to shift clutch gears l95f, and thereby initiating a shifting of the fire vanes 29f with the additional results above described.

Subsequent pressure upon the buttons 32! may be effective not only to open one switch and close another controlled by buttons 320 and 32!, but to energize electromagnets ll9f and if, in circuits 0 after fire apparatus shall have traversed the indicated route; and, depending upon whether the fire alarm is turned in during the night or during the day (that is to say, during the period when the described traffic-control devices are operating) the energization of the last mentioned electromagnet may be incidentally effective, by means of the general character above described, either to restore the vanes 28, 28' andv 29f all to inoperative and substantially invisible positions, or to reestablish connections, through the lateral movement of rod 24, to restore to operation the various described traffic-signalling devices.

General system and complete automatic'control Routing charts of the general character just described may be used not only at a fire central station or stations, but at police and/or ambulance stations. The general mode of operation of all features of my signal units, and the interrelations between the same, having been described above in connection with'the descriptions of the respective parts thereof, a completewiring system for the same may have the general char acter indicated in Fig. 9; and, if lights 322 are provided in connection with the fire central station routing chart 326 (and/ or in connection with similar charts used at a police patrol vehicle and/or an ambulance vehicle central station) such lights (unlike the response-indicating lights 3l6 of the police-call central station-which may or may not be distinct from the police patrol vehicle central station) may be used to indicate merely which of the central switches (energizing the local electromagnets Mlf, in the case of the fire central station) is closed.

To illustratethe relationships above mentioned, it may be assumed, for example, that a police central station 323 is located, (as suggested in a chart 324, shown near the center of the top of Fig. 9) on third street, east of D street; that a fire central station 325 is located (as indicated in chart 326) on E street, between 1st street and 2nd street; and that a hospital or ambulance central station 327 is located (as indicated on a chart.

328) at the corner of 1st and D streets; andthat signal units U are installed at all intersections. It will be understood that not only the described parts of a synchronizing'means as shown in Fig. 13 and/or a police call chart 324 (and/or a police vehicle chart, not shown, because entirely similar to chart 328) but also pairs successively engageable by a bridging contact (Fig. 13) to close either of the circuits (t), (1) through electromagnets H8 and H9 (for shifting the-cam rods I I4, I 14' to advance or retract the latch rods H2, I I2 at the beginning and at the -end of a trafficcontrol day) may be located at a central police station. 7

As best shown in Fig. 13, if automatic, timecontrolled shiftings of these synchronizing means are desired, I may provide, as by branches or circuits p andq (energized by, for example, the central source I80 but distinct from the branch (1.", which may contain a separate switch 33 I) for the use of electromagnets 332 and 333 opposite an armature 334 on handle or lever 300, to shift said handle or lever, for the purpose of alternatively closing contacts, as described, in the respec-' tive'circuits or branches is and l, which respectively include the electromagnets 289 and 290, for the shifting of the clutch comprising fork 288, Fig. 12; and the energization of electromagnets 332 and 333 may, if desired, be made dependent upon movements imparted by the clock 2l5,--as by connecting the hour-hand shaft 335 thereof (by means such as 1 to 2 sprockets 336 and33'l, connected by means of a chain 338) with a shaft 339, carrying an arm 340 provided with a bridging contact 340'.

The contact 340', or its equivalent, may, if desired, be used not only to engage contact pairs 34!, 3M in branch or circuit p (to energize electromagnet 332, closing circuit k, to slow the rotation of arm l9) and/or contact pairs 342, 342 (to energizebranch or circuit" q, containing electromagnet 333, for the opposite effect described) but also to close any desired additional circuits. For example, I show the arm 34!) as disposed con centrically of a disc 343 bearing notonly lightface numbers 1 to 12 inclusive, to represent the hours between midnight and noon, but also heavy-face numbers 1 to 12 inclusive, to repre-- sent the hours between noon and a following midnight; and I show contact pairs 3 and 345, respectively included in circuits 1' and t leading to the electromagnets -l I 8 and H9 in the respec Thus the clos- 19 until (say) 3 oclock P. M., when the bridging contact 340 may engage contact pair 342, again energizing branch q at (say) 6:30 o'clock P. M. engagement'of contact pair 34I' may again slow the arms l9; and the traffic day may be ended by the closing of branch 25, upon engagement of contact pair 345 at (say) 10 oclock P. M.; and, if desired, the mentioned slat.-shifting switches so and s'c may comprise additional contact pairs 346, 346 and 341, 341 respectively included in circuits or branches u (containing electromagnet 84) and 22 (containing electromagnet 85),in order that the time allotment of (say) the east-andwest trafiic may be automatically increased or decreased between say-l oclock A. M. and 8 oclock A. M. and again between 4 oclock P. M. and 5 oclock P. M.

If the switches, such as are suggested at 348 (in C) and 349 (in D) have been so shifted (say before 5 oclock A. M.) as to put signals U in commission and to subject the traific-regulating devices of all signals U of a given group to central control, and if a fire then breaks out on (say) south B street, byrunning his forefinger along grooves in chart 326, in the general manner indicated by the dotted arrow 35!), the fire chief may immediately transform all signals U at the intersections 35l in the general manner above described; if an oificer at the ambulance central 321, receiving word of an accident on south D street, closes switches on his chart 328,

- do so, without disturbing the operation of the described features of my signals, by moving his finger as indicated by the dotted arrow 356, on chart 324; and the attention of the respective local ofiicers will be indicated by the extinguishment of the corresponding lights 3l6 of said charts,-the relationship of switch-closing button 357, provided at each intersection on said chart and an associated closing button 358, and to an associated light 3; being preferably as diagramed at 359, in order that the central ofiicer may be able to tell, by the successive extinguishments of the lights 3l6 which officers have reachedtheir respective signals and taken up their instruments 313, to listen to such orders as he may be shouting into a central transmitter 360 connected with telephone lines T, extending to any or all of the units U. I' show the described police call devices as energized from the same source I80 as the synchronizing and/or automatic timing features (but disclosed in- Fig. 13) and the fire central and ambulance central as respectively provided with additional sources of energy 36l and 362, but it will be recognized as immaterial in practice, whether or not this independence is maintained-the described features being, in any event, correlated in the respective units U; and, as a matter of fact, only one of the units U that are intended to operate in close conjunction (as the four units, at any intersection), need be provided with a. drum 18 or arm 19 or rotating means thereforfor the reason that wires carried to a drum in one master -unit MU may govern the operation of motors and driven parts in any number of skeleton units SlcU connected therewith.

It will thus be understood that, when complete automatic central control of trafiic signalling operations is to be provided for in conjunction with all the described features, main trunks 363 (Fig. 14) including, e. g., all wires crossed by the dottedline ww, Fig. 9, may be carried to any desired number of complete or master units MU (said master units being either identically controlled by a single set of contact pairs disposed within reach of the bridging contact on arm or variously controlled by different arrangements of analogous contact pairs); and each master unit may be used to control any desired number of skeleton units SIcU, as by interposing thesame, either in parallel or in series, in lesser trunks 354,-which may be formed of those wires across which the dotted line zz extends, in Fig. 9. Thus, even though each signal unit be provided with all of the described signalling devices (even including one or both of the policecall signals 21 and B) the various wires used in automatic control and a telephone line need be carried only to the master signalsMU; and only said master signals need be provided with switches s1 and s'l, respectively suitable for shifting the slats 56 (and thereby varying the time-allotment of the respective intersecting streams of trafilc) in the case of signal units positioned so high as to render direct use of the handle 81 inconvenient; but, if desired, in order to make some use of the fire signal vanes 29f even when the word Fire is not shown, the commonly-displayed sides of some or all of these slats 29 may optionally be provided (somewhat as suggested by dotted lines at 365 in Fig. 1) with the names of streets.

Although I have herein described a single coniplete embodiment of my invention, suggesting various alternatives as to detail, it should be understood not only that various features thereof may be independently used but also that numerous modifications might be made by those skilled in the art to which this case relates, without the slightest departure from the spirit and scope of this invention, as the same is indicated above and in the following claims.

I claim as my invention:

1. A signal unit comprising vanes provided with a Fire legend on one side. and with the name of a street on the other side thereof and means for shifting said vanes.

2. A traific signal unit comprising: a signaling device; and a transmission mechanism including a gear to impart motion to said device; a shiftable clutch connected to the gear and arranged to connect and disconnect the mechanism; a cam disc having cam faces, driven by the mechanism when the clutch is in engagement; and a cam follower movable transversely of the cam faces to active and inactive position, said follower when active cooperating with the cam face to control the cluch.

3. A signal unit comprising means for th routine regulation of sectioning streams of traflic by allotting time intervals thereto; said means including signal elements; a series-of spaced contacts, and circuits, controlled by said contacts; means for varying the spacing of the contacts to vary the time intervals of the energization of the circuits without varying the duration of the total cycle of signal change, means rendering ber 'rotatively driven by said motor, a second clutch member for cooperative engagement therewith, a mechanism connecting said movable members with the second clutch member, means for bringing said clutch members into engagement whereby the first clutch member rotates the second clutch member and. thereby moves the signalling members toward their different signalling positions, means operative upon a predetermined rotation of said second clutch member to render said second named means inoperative whereby the signalling members are stopped in proper signalling position, electromagnetic means which when energized render the third named means ineffective, a circuitcloser having means for periodically closing electrical contacts, means connected to said motor for continuously operating said circuit closer, a source of electrical energy, electrical circuits connecting said source of energy, said contacts and said electromagnetic means whereby the electromagnetic means is periodically energized.

5. A trafiic signal as defined in claim 4 including means for varying the period of time between the successive closing of said contacts.

6. A trafi'ic signal as defined in claim 4 including means for manually varying the period of time between the sucessive closing of said contacts.

7. A traffic signal as defined in claim 4 including means controlled from a remote point for varying the period of time between the successive closing of said contacts.

8. A traflic signal as defined in claim 4 wherein the means connecting said motor and said circuit closer is operable to drive the circuit closer at one of several different constant speeds, and

means controlled from a remote point to select said constant speed.

9. A trafiic signal as defined in claim 4 including means for rendering the means connecting said circuit closer and said motor inefiective as such once in every revolution of said circuit closer, and means controlled from a remote point for restoring the efiectiveness of said connecting means.

10. In a traflic signal, movable signal elements having Stop and Goj indications, a drum having spaced contacts thereon, an arm having co-operative contacts adapted to engage the spaced contacts, means for relatively moving said drum and arm substantially at a constant speed whereby the arm contacts periodically engage the spaced drum contacts, electricallyoperated'means, controlled by the said engagement of said contacts, for operating said signal elements whereby the indications are displayed in a routine traflic cycle, and means, controlled from a remote point, for varying the spacing of said drum contacts whereby the division of the Stop and Go indications in the cycle is changed.

11. In a traflic signal, a plurality of movable signal elements having Stop and Go indications, a continuously revolving shaft rotating at a constant speed, means for periodically connecting said shaft to said signal elements whereby a routine trafiic control cycle is obtained,

means forcontinuously driving the first named means from said shaft whereby a traffic cycle of fixed time is obtained, and means for varying the time of the periodic connecting operation of the first named means whereby the time division of the Stop and Go indications in the cycle be changed.

12. In a device as in claim 11 wherein the last named means is provided with. means for manually afiecting the variation.

13. In a device as in claim 11 wherein the last named means is provided with remote control means for afiecting the variation.

14. The combination in a street signal system having a multiple of Stop and Go indicating elements operable by locally energized means to alternately change said indicating elements to indicate Stop and Go to different vtrafiic lanes for periods of time changeably controlled from'a central station, including means operable from a central station for controlling the duration of operation of said system wherein said indicating elements may be renderedinoperative in a non-indicating position for desired periods of time, of means operable from a central station for controlling a fire or other indicating device in conjunction with said Stop and Go indicating elements, and when said Stop and Go indicating elements are inoperative, of rendering said indicating elements to indicate Stop to all traflic lanes during a fire signal, by means of said locally energized means.

15. A trafiic signal for intersecting streets, comprising a unit having pairs of oppositely disposed faces directed toward intersecting streets, traffic signal vanes on each face, a local motor, having a shaft, mechanisms connecting oppositely disposed signal vanes for simultaneously moving them to difierent signal positions, clutches each 'having a driven member and a cooperating driving member, the latter attached to the said shaft, means driven by said local motor for connecting said driven member to a said mechanism whereby movement of the vanes can be obtained including means when its operation is initiated for connecting said driven member to its cooperating driving member and to move the vanes of a pair from one signalling position to another, and then disconnect the driven member from the driving member, and means driven by said local motor for intermittently initiating the last named means.

16. A street signal system comprising a multiple of signal elements having Stop and Go, fire, ambulance, police 'car and other visual and auditory trafilc controlling indicating means incorporated therein, normally constantly operating local means for controlling the indicating of the Stop and Go indications including a motor constantly operating during the periods of operation of said signal system, a circuit closer, controlling the operation of said Stop and Go indicating means comprising a stationary drum-like contact member and rotating contact members adapted to be operated at a constant speed by said motor during operation periods to provide means to operate said traflic controlling means accurately to predetermined time periods; and meansope'rable from a central station to energize or de-energize said motor, to 75 

